Fiscal 2006 study on the methods for enhancing the functions of the ports in
the Tokyo and Yokohama areas by using information technology for ports andoptimally locating port facilities (Rail transportation)[Abstract]
Major Japanese ports have been seeing their competitive positions deteriorating while other ports in the Asian
region have been growing remarkably. Strengthening their functions as "hub ports" with international
competitiveness is required. Enhancing international competitiveness of the ports in the Tokyo and Yokohama
areas, which handle approximately 40% of container cargoes in Japan in particular, is important. To that end,
enhancing the capacity of goods transportation from the hinterland to the ports in the Tokyo and Yokohama
areas and shifting to efficient means of transportation imposing smaller loads on the environment are required.
In this study, the measures to enhance the efficiency of rail transportation of marine containers in the ports in
the Tokyo and Yokohama areas were examined.
1 Study items

1.Identifying the problems in enhancing the efficiency ofrail transportation of marine containers

2.Reviewing the potential demand for rail transportationof marine containers

4. Reviewing, proposing and analyzing the methods forrevitalizing rail transportation of marine containers

3. Identifying thefacts about thechange of modesof transportation-Questionnaires
sent to andinterviews given
to cargo owners

2 Study methods(1) The need and problems of rail transportation of marine containers were examined and requirements wereidentified.
(2) The results of the "national survey of imported and exported containerized cargoes for fiscal 2003" wereused to analyze and evaluate the state of and the potential demand for marine containers leaving or arriving in
the areas around major freight stations capable of handling marine containers in the hinterland of the ports in
the Tokyo and Yokohama areas (e.g. Sendaiko, Akita-freight and Utsunomiya-cargo-terminal Stations.
(3) A questionnaire was sent to cargo owners in the areas referred to in (2) above to identify their need for railtransportation of marine containers. Operators that are highly interested in rail transportation and likely tochange the mode of transportation were interviewed to learn the conditions for changing the mode oftransportation.

(4) Methods were proposed to effectively deploy and use facilities for revitalizing the rail transportation ofmarine containers based on (1) through (3) above, and the effects were examined.
(5) Verification tests for revitalizing the rail transportation of marine containers at waterfront railway freightstations were planned and implemented and the effects of implementation were evaluated.
3 Results of study(1) Identifying the problems in enhancing the efficiency of rail transportation of marine containers
The need for rail transportation of marine containers were identified from three viewpoints based on theexisting data and the results of interviews given to stakeholders.
1) Environmental regulations, guarantee of transport safety and changes in number of truckload carriers○ Study of measures to appropriately lead the operators to rail transportation, and wider use of railtransportation○ Enhancement of transportation safety through safety inspection and repair and improvement○ Enhancement of efficiency of loading and unloading at freight stations, enhancement of drayage efficiency
and refinement of transport services to meet the needs of cargo owners
2) Enhancement of cargo consolidation efficiency and convenience at freight stations○ Facilities improvements at freight stations such as the installation of additional marine container handlingequipment and the extension of container yards○ Use of more "KOKI200" freight cars and improvements of comprehensive physical distribution functions at
freight stations○ Efficient transshipment through integrated use of freight and ordinary railway stations, and securing ofdrayage points between freight station and container terminal
3) Partnership with other types of operators (e.g. cargo owners, forwarders, shipping agents, harbor transportbusinesses and land transport businesses)○ Identification of cargo owners' needs and demand, and the improvement of facilities and systems fortransporting loaded import and export containers in the station○ Positioning of vacant containers, guarantee of profitability and discovery of new cargo owners to reduce
unidirectional cargo transport○ Review of global inter-modal transport system using marine containers(2) Reviewing the potential demand for rail transportation of marine containers
The potential demand for rail transportation of marine containers was estimated in the cargo collection zones
within 25 m and 50 km of Sendaiko, Akita-freight Station and Utsunomiya-cargo-terminal Station in thehinterland of ports in the Tokyo and Yokohama areas based on the results of the "national survey of imported
and exported containerized cargoes for fiscal 2003" and the responses to a questionnaire distributed to cargoowners.
Demand was also estimated based on the results of interviews given to the cargo owners in the hinterland of
Sendaiko Port. As a result, demand of 17 TEU/day was estimated in addition to the present daily cargotransport of 34 TEU. The estimated demand is equivalent to approximately 10% of total volume of cargoes
transported from the hinterland of Sendaiko Port to the ports in the Tokyo and Yokohama areas that was
identified in the national survey of imported and exported containerized cargoes. The total demand (iii) in
Figure 1 is equivalent to the potential demand in the case where 50% of cargo owners changed the mode oftransport to rail.
A comparison was made in potential demand for rail transportation from the areas around the three major
freight stations to the ports in the Tokyo and Yokohama areas.

TEU/日
180
165

171

160
140
120

17

20

34

潜在需要量によ る 転換量①…ヒアリングによる転換需要の見込み

Rate ofmodal
change of
150%

％転換

potential demand

150

Rate ofmodal
change of
120%

％転換

％転換

120

110

Rate ofmodal
change of
100%

70

34

137

34

34

34

51

47

40

0

64

131

⑤…アンケートによる京浜港を利用する全体貨物量

61
60

104

④…③＋鉄道貨物に関す
る輸送に関心がある

80

98③…②＋条件次第で鉄道輸送を検討したい

JR H15年
cargoestransported
JR貨物byrail実績値
in 2003②…①＋現在利用している、
または鉄道輸送を検討したい

101
100

Rate of change oftransportation
mode転換量(i): Estimate
of demandfor railtransport
identified ininterviews(ii): (i) +(iii): (ii) +(iv): (iii) +(v) Total cargo
percentage of percentage of percentage of volumecargo owners cargo owners cargo owners transported
currently
who willinterested in via the ports
using rail
consider rail
rail
in the Tokyo
transportation transportation transportation and Yokohama
and thosedepending on of cargoes
areas
conditions
who will
identified
consider railin thetransportationquestionnaire
surveyケートによる 転換量
the responses to荷主アン
a questionnaire
distributed
to cargo owners.

Figure 1 Demand (Sendai Port)
1) In the area around Sendai-ko Station, it was confirmed that the demand for rail transport at a rate of modalchange of 10% was nearly equal to the demand estimated in the interview. Then, an annual demand of 15,000
TEU at a rate of modal change of 10% was regarded as a relatively reliable estimate of potential demand.
2) In the area around Akita-freight Station, only a few responses were received to the questionnaire and nocargo owners were interviewed. No demand was therefore confirmed. The potential demand was assumed tobe 1,000 TEU, the level where 20% of cargo owners changed the means of transport to rail, in view of thevolume of cargoes actually transported (one TEU/day on an annual basis as data only in May and thereafter
were available) and the response of cargo owners who wished to consider rail transportation.
3) In the area around Utsunomiya-cargo-terminal Station, no cargo owners were interviewed and no demand
was confirmed. The volume of cargoes actually transported reached 5,400 TEU in fiscal 2005, 1.35 times
higher than in fiscal 2003. A demand of 22 TEU/day, 1.7 times greater than 13 TEU/day actually transported
in fiscal 2005, or 9,000 TEU per year, was assumed to be the potential demand in view of 9 TEU/day (JRcontainers) based on the response to the questionnaire stating "currently using rail transportation".
A combined total of 25,000 TEU in the three areas isequal to 25,000 TEU/year, outcome of the share ofcontainers transported along the feeder using the ports in the Tokyo and Yokohama areas in 2015 specified infiscal 2005 by the Kanto Regional Development Bureau.
The potential demand for rail transportation was assumed to be highest where approximately 30% of cargoowners changed to rail transportation in view of the considerable interest in the transportation mode.
(3) Questionnaire and interview concerning the facts about the change of modes of transportation
Responses

toquestionnaire

distributed

to

cargo

ownersaroundSendaiko,

Akita-freightandUtsunomiya-cargo-terminal Stations○ The percentage of cargo owners in the hinterland of Sendaiko Station who wished to consider railtransportation unconditionally or under certain conditions was 29.4%. The percentage of cargo owners around
Utsunomiya-cargo-terminal Station who wished to consider rail transportation under certain conditions was
30.2% but none in the area wished to consider changing the means of transport unconditionally.
○ When selecting the means of transport, cost reduction, transport time reduction, transport at fixed time anddamage to cargoes were considered important in the descending order of importance.
○ A high percentage of 45.5% of cargo owners were interested in rail transportation in the three areas. The
percentage was 49.1% in the area around Utsunomiya-cargo-terminal Station.

Wish
to
鉄道輸送を
consider railtransportatio
検討したいWish toconsider rail
条件次第でtransportation
under certain
検討したい
conditions

Interested
in matters
鉄道輸送に関する
related to railtransportation
事情等に関心がある

全体
Total (n = 99)
2.0%（ｎ＝99） （2)

25.3%
（25)

18.2%
（18)

Around 仙台港駅周辺
Sendaiko
2.9%
Station (n =（ｎ＝34）
34)
（1)

26.5%
（9)

8.8%
（3)

AroundAkita-freight
秋田貨物駅周辺
Station (n（ｎ＝12）= 12)AroundUtsunomiya
宇都宮貨物(ﾀ)駅周辺-cargo-terminal（ｎ＝53）
Station (n = 53)

8.3%
（1)

41.7%
（5)

30.2%
（16)

No
particular
特に関心はinterest in railtransportation
ない

36.4%
（36)

15.2%
（15)

32.4%
（11)

26.5%
（9)

41.7%
（5)

18.9%
（10)

Column
未記入
left
blank

Other
その他

37.7%
（20)

Figure 2 Interest in rail transportation

3.0%
（3)

2.9%
（1)

8.3%
（1)
1.9%
11.3% （1)（6)

○ Approximately 90% of cargo owners in the three areas were aware of the means of transport.
○ The percentage of cargo owners who determine the means of transport to the port by themselves was 47.5%in the three areas and the percentage of those who had the forwarder or other operator select the means oftransport was 46.5%. Nearly half of the cargo owners in the areas had others determine the means of transport.
Results of interviews of cargo owners around Sendaiko Station○ Low cost: This is the condition that the largest number of respondents wanted. Rail transportation ofrefrigerated containers is less costly than truck transportation. The cost of rail transportation is lower than thecost of feeder service from the ports in the Tokyo and Yokohama areas to Sendai Port in transshipment. Rail isthe cheapest means of transportation. Reducing the waterfront drayage cost to compensate for the increase of
JR cargo transportation cost is required.
○ Shorter lead time: Rail transportation needs shorter lead time than transshipment via Sendai Port.
○ Quality control during transport: Temperature should be kept constant during refrigerated transport of fresh
food (fish) and the cargo should be free from any damage. Difficulties were once involved in finding
refrigerated trucks for transporting fresh food to Shimonoseki for export to Korea.
○ Bonded transport and packing and unpacking of containers: It should be made possible to put fresh fish forexport into containers in a certain period of time. Bonded transport should also be made possible.
(4) Reviewing, proposing and analyzing the methods for revitalizing rail transportation of marine containers
In order to revitalize rail transportation, methods were classified and examined based on (1) through (3) above
for implementing practicable measures in stages to efficiently locate and use facilities while estimating thedemand.
1) Measures using existing facilities and rules
Practicable and urgent measures to actualize potential demand for rail transportation to meet severer
environmental regulations and use the benefits of rail transportation such as transportation at fixed time, masstransport, prevention of damage to cargoes and safety.
Measure 1 Improving waterfront drayage-Reduction of time required for railway vehicles carrying marine containers to pass the container terminal(CT) gate by giving priority to the vehicles when entering the CT.
-Reduction of picking time and enhancement of the rate of recycling drays by storing containers at adesignated location that are scheduled to be transported by rail.
Measure 2 Improving and enhancing common depot/chassis pool in the wharf area
-Elimination of congestion in the wharf area and reduction of lead time by using common depot/chassis pool.
-Enhancement of efficiency of truck trackers operation by temporarily storing cargoes in the common

depot/chassis pool.
Measure 3 Eliminating unidirectional transport of containers-Elimination of unidirectional transport of containers and stimulation of demand for export by installing andusing inland depot and matching import containers with export containers to use vacant containers.

Tokyocargoterminal
Station

内陸貨物駅

東京貨物ターミナル駅

コンテナヤードContainer
yard

Cargo
owner
荷主A
A (輸入)(import)Inlandfreight(Transport of loaded(実入りコンテナ輸送）
stationcontainers)

荷主B
Cargo
owner
B (輸出)(export)Inland depot
インランド・デポ
Returning vacant
空コン返却
containers
Using
空ｺvacant
ﾝﾃ ﾅのcontainers
ﾏ ｯﾁﾝｸﾞthroughimport/export matching

Acquiring vacant
空コン調達
containers

Following measures are taken by notifying the terminal in
ターミナルへの事前連絡により、以下の対応をはかる
advance.
・通常のゲートオープン時間外の輸出コンテナ受け入れ-Accepting
export containers at the time when the gate is not れnormally open.
・ＣＹカット時間を翌日以降とするなど弾力的な運用-Operating the container yard flexibly by such measures as
prolonging the container yard cutoff date by some days.

Figure 3 Use of vacant containers through import/export matchingand flexible use of container terminal-Increase of the volume of rail transport by meeting the needs of owners such as the delivery to container
terminal overtime and a review of train diagram.
Measure 4 Using inland depot fit for rail transportation-Reduction of drayage of containers by improving the functions of inland depot installed adjacent to the rail
freight station.
-Acceleration of customs clearance procedure, elimination of transport of non-fully loaded containers andprovision of services for low-volume cargo owners by improving the functions of inland depot.
Measure 5 Revitalizing transportation by using existing routes-Enhancement of transport capacity and reduction of transport cost by using freight cars exclusively formarine containers (KOKI200).
2) Measures involving the installation of new facilities and their effects
The ultimate goal is to install a system for loading and unloading marine containers on the dock by laying afreight line into the container yard. At present, however, no such system has yet been installed in the ports in
the Tokyo and Yokohama areas because of numerous problems. Then, four ideas were examined for
improving rail transportation between Tokyo-cargo-terminal Station and Utsunomiya-cargo-terminal Station, one of the stations in the hinterland, and the effects of improvement were also analyzed.

Table 1 Benefits of transport between Tokyo-cargo-terminal Stationand container terminal gate
WITH
Idea for improvement 1

WITHOUT

Idea for improvement 2A Idea for improvement 2B

Number of trailers (a)210 per day

210 per day

Time for transport (b)Ten minutes

One minute

Idea for improvement 3

210 per day

210 per day

210 per day

Three minutes

None

98 minutes

2,763.4 yen/hr

Manpower cost (c)96,719 yen/day

9,672 yen/day

29,016 yen/day

None947,846 yen/day

Benefit (e)*851,127 yen/day

938,174 yen/day

918,830 yen/day

947,846 yen/day－

Annual basis**

255 million yen/year

281 million yen/year

276 million yen/year

284 million yen/yearN

N

Cost: (a) * (b) * (c)/60 = (d)Temporary storage
ャーシで
ofオンシ
containers
on の一時chassis 仮置

Transportby shuttle
トレーラーによusing trailers

るピス トン輸送

Temporarystorageオンシ ャーシでof containers
on の一時仮置
chassisトレーラーにTransport
by
Shuttleusing
よるピストン
trailers
輸送

公 道
New cargo
新取扱施設
Handling
facility

Expansionof
埠頭用地
wharf areaの拡大

Existing
現 取扱施
handling
facility(track
No.
18)
設(18
番線)

公 道

Idea
2A Expansionof wharf
案-２Ａ
埠頭用地拡張area (off-dock)による荷役（現状ドック）の拡大

Bridge
横断橋
Loading
トッ プリusing
フター
topによる荷役
lifters

Loadingtop
トッ プリusing
フター
lifters

Idea
1 Expansionof wharf
案-１
埠頭用地拡張area (existing-dock)

Expansionof
埠頭用地
wharf area

（オフドック）

Improvement:
Marine containers temporarily stored in the expanded wharf
内容 ･･拡大埠頭用地で一時仮置きされた海上コンテナは既area will 存の取扱施設(18be loaded at the existing
facility (track No. 18). Port番線)で荷役される。港湾運送事業
transportation businesses will travel in Tokyo-cargo-terminal Station
者は港湾運送の特例措置のもと、CYと 18yard
番線間を都
across a Tokyo
metropolitan road between the container
and track
道を横断して東京貨物（タ）駅内を通行する。
No. 18 according
to a special rule concerning port transportation.

効果･･現 18 番線と比較して、CY に近接するので、道路運送

Effect: Morebeneficial than the drayage by road transport businesses in
事業者のドレージ輸送に対して、コスト面、リードタイム
terms of cost and lead time because the new facility will be closer to theで大きなメリットが生じる。
container yard than existing track No. 18.

N

N

効果More･･現beneficial
道路 運 送事業
Effect:than the者のドレージ輸送に対して、コスト
drayage by road transport businesses interms of 面、リードタイムでのメリットが生じる。
cost and lead time.

Improvement:
Marine containers will be handled at a new facility in
内容 ･･海上コンテナは東京貨物(タ)駅内の新取扱施設で荷Tokyo-cargo-terminal
Station. Port transportation businesses
have a
役される。港湾運送事業者は、CYと都道横断橋（臨direct access to the new cargo handling facility via the container yard andthe bridge港道路）を利用して新取扱施設と直結する
over a Tokyo municipal road (port-side road). 。

Transportby shuttle
トレーラーによusing
trailers
るピストン輸送

Temporary storage
オンシ ャーシ でof containers
on の一時chassis 仮置

トレーラーにTransport
by
Shuttle
using
よるピス
トン
trailers
輸送
Expansionof
埠頭用地
wharf area

New cargo
新取扱施設
Handling
facilityの拡大

New cargo
新取扱施設
Handling
facility

Loadingtop
トッ プリusing
フター
lifters
による荷役

Expansionof
埠頭用地
wharf area

の拡大

公 道

による荷役

公 道

Loadingtop
トッ プリusing
フター
lifters

Temporary storage
オンシ ャーシでof containers
onの一時仮置
chassisBridge横断橋

Idea
2B Expansionof wharf
案-２Ｂ
埠頭用地拡張area (off-dock)Idea
3 Expansionof wharf
案-３
埠頭用地拡張area (on-dock)（オンドック）

Improvement:
Marine containers will be handled at a new facility in
内容 ･･海上コンテナは東京貨物(タ)駅内の新取扱施設で荷Tokyo-cargo-terminal Station. Port transportation businesses have a役。港湾運送事業者が港湾運送の特例措置のもと、
direct accessto the new cargo handling facility via the container yard
and a Tokyo
road according to a special rule concerning
CY municipalと都道を平面横断して新取扱施設と直結する。
port transportation.

Improvement:
Marine containers will be handled at a new facility in the
内容 ･･海上コンテナは拡大埠頭用地の新取扱施設で荷役さexpanded wharf area. Port transportation businesses will have a directaccess toれる。港湾運送事業者は拡大埠頭用地内の引込み線
the new cargo handling facility to be installed along a spur
track in the
expanded wharf.
に設けられた新取扱施設と直結する。

（オフドック）効果･･現 18 番線と比較して、CY に近接するので、道路運送

Effect: More beneficial than the drayage by road transport businesses in
事業者のドレージ輸送に対して、コスト面、リードタイム
terms of costand lead time because the new facility will be closer toで大きなメリットが生じる。
the container
yard than existing track No. 18.

効果Direct･･この場合ふ頭用地内なので直接ドレージ可能である。
Effect:drayage will be possible in the wharf area. More beneficial
than the drayage
by road transport businesses in terms of cost and lead
道路運送事業者のドレージ輸送に対し、コスト面、リーtime by thelargest margin.
ドタイムで最も大きなメリットが生じる。

Figure 4 Ideas for improving Tokyo-cargo-terminal Station at Tokyo Port

Cost benefits were calculated for the four ideas for improvement based on the assumption of a period of two
years for improving facilities (one year only for idea 1), a service life of facilities of 50 years and a social
discount rate of 4% (Table 2).

Table 2 Benefit calculations
Idea for improvement 1

Idea for improvement 2A

Idea for improvement 2B

Idea for improvement 3

Total project cost

20 million yen

2.159 billion yen

1.389 billion yen

2.687 billion yen

Total cost (with discount)

4.708 billion yen

9.521 billion yen

8.809 billion yen

10.009 billion yen

Total benefit (with discount)

14.604 billion yen

14.558 billion yen

14.459 billion yen

14.618 billion yen

Net present value

9.896 billion yen

5.038 billion yen

5.650 billion yen

4.609 billion yen

Cost-benefit ratio

3.10

1.53

1.64

1.46

Total rating

◎

△

○

△

Idea 1 should be implemented immediately because it can be implemented by improving the road between thecontainer terminal and the freight station. Ideas 2 and 3 need to be examined over a long term while making
detailed studies.
(5) Planning and conducting verification tests to revitalize rail transportation of marine containers

Stations and route used in the tests: Route between Utsunomiya- andTokyo-cargo-terminal Stations.
Objective:
To conduct verification tests for the "enhancement of efficiency of shortdrayage between the container terminal and waterfront freight station" and"enhancement of efficiency of loading in the waterfront freight station" toverify the effect of reduction of transportation time and cost.
Period of verification tests:
Tuesday, February 13 through Friday, March 2, 2007 (14 days except Saturdays
and Sundays).
Measurement of effects:
Feb. 9 and Mar. 6 before and after the tests. Feb. 16, 20, 28 and Mar. 2 during
the tests.
Verification items:(i) Reduction of waiting time at container terminal gate(ii) Effective use of rail vehicles(iii) Reduction of waiting time for loading in the station(iv) Elimination of in-house movement of loading machinery and of distributionof work time. Elimination of space for temporary storage.

Outline of verification(i) Preferential entry of vacant trailers into the container terminal(ii) Transport by shuttle to the common chassis pool(iii) Total transport at fixed time of import containers temporarily stored in the chassis pool toTokyo-cargo-terminal Station(iv) Transshipment of containers direct from the chassis to a cargo vehicle without temporary storage or
waiting for loading in the station

Expected results
1) Enhancement of efficiency of short drayage in the waterfront area
2) More smooth loading in a narrow cargo terminal station

Verification test
共同シャーシプール
Commonchassis pool

Ohi大井コンテナターミナル
container terminal
Transportby shuttle

シャトル輸送Reductionofthe number
車両数減
of vehicles

Preferential
優先入場
entry

Elimination of waiting渋滞によるゲート待ちの解消
at the gate due to congestion

Total delivery
定時一括搬入
atfixed time

東京貨物ターミナル駅
Tokyo-cargo-terminal
StationElimination of waitingin the station
駅内作業待ちの解消
Enhancement of貨車への直接積替えによる効率化
efficiency through directtransshipment to cargo vehicles

Figure 5 Outline of a model for verification
Verification of test results(i) Preferential passage through the container terminal gate
-Time of waiting at the container terminal gate was reduced by approximately 22 minutes per vehicle on the
average.
(ii) Installation of a common chassis pool in the vicinity of the container terminal and total loading at thefreight station-Time for waiting for loading and moving top lifters in the freight station was reduced by approximately 17minutes.
-Loading space in the freight station could be used effectively. The number of containers temporarily storedOhi
大井container
ＣＴ
terminal○○
Waitingloading:
24 minutes on the
荷役待for
ち時間：
平均24分
average○○
Temporarystorage of import containers
輸入コンテナ一時仮置き○ Temporary storage of export containers○
for輸出コンテ
one day ナ一時仮置き ：翌日まで

Transport:
minutes
移動：2424分

Waiting
at the 5050分
minutes
CY待ち時間：gate of thecontainer yard:
Reduction by
22 minutes
分短縮
22Tokyo-cargo-terminal
東京貨物タ駅Station

22 minutes
Waiting at the
CY待ち時間：28分
gateof thecontainer
yard: 28 minutes(優先入場)

Transport:
移動：
19分
19 minutes○ Waiting for loading: 7 minutes on the○ 荷役待ち時間： 平均７分
average○○
Temporarystorage of import：なし
containers
輸入コンテナ一時仮置き: None
輸出コンテナ一時仮置き○○
Temporarystorage of export：数の減少
containers: Reduction in quantity

仮置き
Temporarystorage(preferential entry):

Figure 6 Reduction of short drayage time

6
7分

実 験 時

During the test

98 minutes

Reduction by
17minutes
分短縮
17

Common chassis pool
共同シャーシプールOhi大井container
ＣＴ
terminal
Transport:
移動：
22分

Total
time
トータル

8
9分

通常
常時
時
通

Under normal
conditions

Tokyo-cargo-terminal
東京貨物タ駅 Station

トータル

was remarkably reduced.

76 minutes